Generating system



Aug. 22, 1939. R. R. cANDoR ET A1. 2,170,546

GENERATING SYSTEM original Filed May 2o, 1957 5 sheets-sheet 1 Ufa.

IN VENTORS a 3 wmw u a. BY

/a/ 1704 z/o ,72 www 9* qu@ ATTORNEYS.

ug- 22, 1939. R. R. CANDOR r-:r AL 2,170,546

GENERATING SYSTEM Original Filed May 20, 1937 3 Sheets-Sheet 2 1 /l /f ff 01; I Alllhlmwlllf5 @y 5 Af 7' 6 INVENTQRs.

ATTORNEYS.

Aug 22, 1939- R. R. CANDOR ET AL 2,170,545

GENERATING SYSTEM Original Filed May 20, 1937 3 Sheets-Sheet 3 L /75 VI ATTORNEY5- l0 mm3 .Z QSIQIINVENTOR Patented Aug. 22, 1939A PATENT OFFICE GENERATING SYSTEM Robert R.. Candor and Donald F. Alexander, Dayton, Ohio, assignors to General Motors Corporation, Dayton, Ohio, a corporation of Delaware Original application May 20, 1937, Serial No.

143,843. Divided and this application December 18, 1937, Serial No. 180,637

19 Claims.

This application relates to refrigerating apparatus and more particularly to air conditioning for railway cars or the like.

This application is a division of our copending application Serial No. 143,843, led May 20, 1937, now Patent No. 2,104,383.

This application is also related to application Serial No. 199,209 led March 31, 1938, which is a continuation in part of this application. Application Serial No. 199,209 is directed primarily to the mechanical arrangement of the elements; Whereas, this application is directed' primarily to features of the electrical generation system; and application Serial No. 143,843, of which this application is a division, is directed primarily to the complete system including the air conditioning apparatus.

Anl object of this invention is to provide an electrically energized air conditioning system, in which the electrical energy is derived from the battery of the car while alternating current or relatively high voltage current is not available, and is derived from an alternating current, or relatively high voltage direct current while such current is available, in such a manner that energy derived from the alternating current, or relatively high voltage current may be used to charge the battery whether air conditioning is required or not.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings:

Fig. 1 is a diagrammatic representation of a car having a modified form of the invention;

Fig. 2 is a wiring diagram, in simplified form, for use with the system shown in Fig. 1;

Fig. 6 shows a modification of a portion of Figs. 2, 4, 5, 7, 8 and 9 to be used on electrified lines;

Fig. 3 is a detail of a modified form of clutch control;

Figs. 4, 5, 7, 8 and 9 inclusive show wiring diagrams to be substituted in the Wiring diagram shown in Fig. 2, or Fig. 2 as modified by Fig. 6 and indicate different ways of governing generator output to balance the same with alternating current motor capacity; and

Fig. 10 is a diagrammatic showing of a shiftable brush commutator for a generator which may be used with this invention.

Railway cars, or other vehicles, have been provided heretofore with generating systems for charging the battery on the vehicle, and have been provided with refrigerating apparatus being driven by a motor energized from the battery, or the generating system, while the vehicle is in motion and have also been provided with an alternating current, or relatively high voltage direCt'Current, motor for driving the compressor of the refrigerating system while the vehicle is standing at the station, the arrangement being such that the alternating current, or relatively high voltage direct current, motor provides surplus energy for charging the battery. However, this charging operation has been made dependent on the operation ofthe compressor, so that battery charging could be obtained from the station current only while the compressor operates. According to this invention, however, it is possible to retain all of the advantages of the previous devices and at the same time provide for the charging of the battery independently of the operation of the compressor with substantially the same major equipment heretofore used.

In the modification shown in Figs. 1 and 2, the car H0 is provided with a refrigerating system Ill substantially similar in operation to the system shown and described as Figs. l, 2 and 2a of application Serial No. 143,843 of which this is a division, and wherever numerals are used higher by than those used in Figs. 1 and 2 of said parent application, it is intended to signify that the parts correspond in construction and function as nearly as possible. An axle-driven generator H5 charges the battery H4 while the car is running under the control of a voltage and current controller and a reverse current relay.

Fig. 6 shows how the system of Fig. 2, (or the systems of Figs. 4, 5, '7, 8 and 9) may be modified for use with electrified lines showing the trolleylike connection and the station plug similarly to Fig. 2a of said aforementioned parent application. In Fig. 6 the source of alternating current on the electried line is likely to be very high voltage and therefore transformer 25l may be used, to be energized by the circuit from the wire l |911 to the wheel 253. This provides alternating current of reduced voltage to the alternating current motor.

Inthe modication shown in Figs. 1, 2 and 6, the axle-driven generator H5 is adapted to be driven by an alternating current, or relatively high voltage direct current, motor H6 when the car is at the station or is on an electrified line. The arrangement is such that when alternating current is made available by inserting the plug H9 into the plug |20, or by connecting trolleylike connector I20a to wire IIOa or plug I20b to a plug at a station, the motor Il drives the generator IIS all the time, thus charging the 4battery IIII, and if the thermostat H0 requires it, also driving the motor |I2 and the compressor II 'I to provide refrigeration. As indicated in Fig. 3, the generator IIS is provided with an electromagnetic (or otherwise controlled) clutch II0 so that the generator II5 is disengaged from the axle III whenever alternating current is available and the solenoid I I3 is energized, and the electro-magnetic clutch I`I2 is caused to engage whenever alternating current is available and the solenoid I'll is energized. The construction of clutches and I'I2 may be similar, except that the clutch H0 is caused to `be disengaged when its controller |73 is energized and the clutch II2 is caused to be engaged when its controller Ill is energized. The operation of these` clutches is such that the motor IIS is engaged with the generator II5 Whenever alternating current is available and disengaged when the alternating current source is disconnected. The axle clutch I I0 is disconnected when alternating current is made available so that the generator I I 5 may be driven by the motorl I I6, and this clutch is engaged when alternating current is disconnected. When the plug IIO is inserted in the receptacle I20, or the connector I20a is energized the controllers H0 and I'il are energized to operate the clutches as heretoforel described. In addition, the solenoid H5 is energized to close the starter contacts Il. The prongs of the jumper |00 are made shorter than the prongs Ilgc, thus insuring that good contact is made on the power lines before the starter is energized, and insuring operation of the clutches ahead of the alternating current motor. In Fig. 6, the motor starter may be provided with time delay device Ila to insure operation of the clutches before starting the alternating current motor. The refrigerating system is under the control of the thermostat IIl which is adapted to energize the starter solenoid I0@ whenever the hand switch I30 and the head pressure and low pressure switch I 00' are closed. The energization of the solenoid I39, in response to refrigeration demand, progressively closes the contacts Il to cause current .to flow through the armature-i00 of the direct current motor II2. At the same time, the motor i'leld I0@ is energized. The blower motor I2@ and the compressor motor II2 are under the control of switch I 03. The generator IIS may be provided with any type of voltage and current controller to connect the same with the battery III when the voltage across the armature of the generator is suitable for charging the battery and for disconnecting the same when the current reverses. Thus a coil structure 200 may be provided, which, by magnetic reaction with the potential coil structure 20I, closes the switch 202 when Ithe volta-ge across the armature of the generator II is suitable for battery charging. This operation places the generator in circuit with the battery. Immediately upon the closing of the switch 202 the coil 203 is placed in the circuit. The coil 203 and the potential coil 200 independently regulate the resistance 205 in series with the field 206 by magnetic reaction with arm 205:1 in accordance with the normal requirement of battery charging. Coil 203 also serves to hold shut the switch 202 during the battery charging period. The resistance 205 governs the strength of the field 200 which may be the generator field or the generator exciter field,

and hence the generator output is regulated by the coils 203 and 200. Coil 200 limits the maximum voltage of the generator at any time, which value may be adjusted by a resistor in series with the coil'200 (not shown) or by an adjustable retaining spring device 201 cooperating with arm 2|05a. Coil 203 responds to all or a portion of the generator output current, and is magnetically connected tothe resistance 205 so that generator current in excess of a predetermined value through the coil 203 increases the value of the resistance 205 independently of the requirements of coil 200. This action limits the generator output current to any definite value regardless of maximum voltage adjustments. This may be accomplished -by lost motion devices or other mechanical means between the armatures of coils 203 and 200 and the arm 205a.

When the generator output voltage decreases below that of the battery, the current through switch 202 and coil 203 reverses. Coil structure 203 opens switch 202 by magnetic reaction with ance 208 may be placed in parallel with the coil u 200. This resistance 200 may be manually adjustable. This resistance 208 is used, in conjunction with coil 203, to regulate the total generator output current charging the battery.

The generator I I5 may be of .the type that produces current in the same direction regardless of the direction of rotation of the generator armature. This may be accomplished either by providing the usual brush shifting device, shown in Fig. 10, or it may be accomplished by providing an exciter, the armature 209 of which reverses in rotation with reversal of generator armature rotation. The field 20@ may be the exciter eld. The exciter energizes the eld 2I0 of the generator H5. If the usual brush shifting device is used, as indicated in Fig. 10, the field 200 may be the eld for the generator I I5. In either case, the resistance 205 indirectly governs the output of the generator II to provide the proper current and voltage for the battery IIl.

Means are provided for altering or biasing the control of generator I I5 when alternating current is made available to balance the power demands of generator II5 with the power capacity of the motor H0. In the modication shown in Fig. 2, this is accomplished by providing a biasing coil 2I I adjacent the coil 203, the construction being such that` the coil 2l I is energized when the plugs II9 and E20 are joined. When this biasing coil 2II is energized, the pull of coil 200 vupon the resistance 205 is altered, preferably to increase the resistance and thus reduce the field strength 200 which in turn reduces the current output of the generator III-i. The energization of the coil 2II is made dependent on the energization of the starter coil I'I5 which ,closes the contacts 2I2 thus placing the coil 2I I across the battery.

In Fig. 4 a slightly different method of energizing the coil ZIIa, which corresponds to coil 2II of Fig. 2, is provided. In this case the plug' I I I9 is provided with a jumper 2I3 which places the coil 2I Ia across the battery when the plug I I I9 is connected to the plug H20.

' In the modication shown in Fig. 5, the biasing coil 2IIb, which corresponds to the coil 2li of Fig. 2, is energized by causing the current coil 2 I0 to close the contacts 2I9, thus placing the coil 2l Ib across the battery. The remaining portions of Figs. 4 and 5 are to be combined or substituted in the wiring diagram shown in Fig. 2, and the operation of the parts is substantially the same.

In Fig. 7, instead of providing a biasing coil similar to coil 2| I, of Fig. 2, the resistance 208a is made automatically adjustable, so that it is automatically altered whenever alternating current is made available. Thus the switch 2I5 is automatically opened by the energization of the starter coil |15 when alternating current is made available, and this places the entire portion of the coil 208a in parallel with the coil 203. This causes a greater proportion of current to ow through the coil 203 and hence increases the magnetic pull on the arm of the resistance 205. This weakens the field 206 and reduces the output of the generator II5 while it is being driven by the motor ||6.

In Fig. 8, the coil 203c is modified directly when alternating current is made available. Thus when the starter field |15 is energized, the contacts 2|6 are closed, thus shunting a portion of the coil 203e and increasing its pull on the resistance 205 to reduce the output of the generator I I5 while being driven by the motor I I6.

The motor I6 and motor-generator I2 may be combined in a single 4dynamo electric machine having a single shaft. Likewise, the motor |I6 and generator I|5 may be combined in a single dynamo electric machine having a single shaft.

In the modication shown in Fig. 9, an additional resistance 2|1 is provided in parallel with the resistance 208. When the starter coil |15 is energized, the contacts 2I8 are opened thus decreasing the resistance which is in parallel with the coil 203. This increases the current flowing through the coil 203 to increase the resistance 205 as previously pointed out. In this modification, or in any of the preceding modifications of Figs. 2 to 8 inclusive, the jumper |80 may be omitted, and the starter coil |15 may be made responsive to current across the leads between the plug and the starter contacts without the use of the jumper. In such a case the motor starter may be provided with a time delay device, diagrammatically indicated at |1517.

In the modication shown in Fig. 3, the clutch I1IJa, between the axle and the generator ||5a is controlled by solenoid I 13a energized by a small generator |8I driven in proportion to car speed. The clutch |10a is automatically disengaged when the car stands or travels below a relatively low speed limit, such as 10 M. P. H., and is engaged at all speeds above that limit. The clutch |12a is controlled by the solenoid |14a to be engaged when the car stops or travels below some speed limit as 10 M. P. H. The remainder of the system is the same as in Figs.l 1 and 2 except that the clutches |10 and |12 and solenoids |13 and |14 are replaced by the modiiied form of Fig. 3.

While the clutches have been indicated, in some instances, to be pneumatically controlled by the operation of solenoid valves, and have been indicated, in other instances, to be directly operated by the solenoid, it is to be understood that these forms may be used interchangeably or may be replaced by equivalent features. The clutch between the generator II5 and motor IIB may be omitted if desired. The clutch |10 may be a centrifugal, non-electric clutch, automatically disengaging below some car speed, such as 10 M. P. H. If a centrifugal clutch is used, the solenoid |13 may be omitted. The clutch |12, together with its solenoid control |14 or Illa may be omitted entirely, in which case the alternating current motor may be placed between the direct current generator and the live axle assembly, or the alternating current motor and direct current generator canl be made into a unitary machine. The exciter 209 may be built in with the direct current generator ||5 as a unitary machine.

Fig. 10 shows the usual shiftable brush arrangement for a direct current generator to cause the generator to charge the battery regardless of direction of rotation of the armature. Fig. 10 indicates how such an arrangement is fitted into the Wiring diagrams of Figs. 1 to 9 inclusive, instead of the exciter circuit. The well-known shiftable brush carriage ||5a has its brushes connected to the iiexible cables I|5b and |I5c which are connected to the generator leads for charging the battery. The carriage ||5a automatically shifts the brushes with a change in rotation to maintain the direction of current constant. Suflicient parts of the wiring diagram of Figs. 1 to 9 are shown to indicate the substitution.

In Fig. 2, a voltage regulator |50 has been indicated to maintain a constant voltage supply to the fan motor |29, lights |5|, etc. The lights are provided with switch control |52. The various motors may be provided with overload cutouts. Thus an overload switch |16a may be provided to protect motor ||6, and an overload switch 60a may be provided for motor I6.

While the form of embodiment of the invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. In a generating system for a vehicle having a live axle, a generator, means for driving said generator from said live axle, an alternating current motor for driving said generator, and means for automatically reducing the generator output when changing from said live axle drive to said alternating current motor drive.

2. In a generating system for a railway car or the like, an axle driven direct current generator, an alternating current motoron said car drivingly connected to said direct current generator, a source of alternating current, a connector for connecting said source of alternating current to said alternating current motor, means whereby said alternating current motor drives said direct current generator independently of said axle, voltage and current controlling means for said direct current generator, and means modifying said voltage and current controlling means while said direct current generator is driven by said alternating current motor.

3. In a generating system for a railway car or the like, an axle-driven direct current generator, a battery in electrical circuit with said generator, an alternating current motor on said car drivingly connected to said direct current generator, a source of alternating current, a connector for connecting said source of alternating current to said alternating current motor, means whereby said alternating current motor drives said direct current generator independently of said axle when said connector is connected to said source of alternating current, a eld for said direct current generator, coil means controlling the strength of said iield whereby the output of said direct current generator is controlled while said direct current generator is driven by said axle, and means modifying the action of said coil means while said direct current generator is driven by said alternating current motor.

4. In a generating system fr a railway car or the like, an axle-driven direct-current generator, a battery, automatic regulating means connecting said generator and battery while said generator is being driven at sufficient speed and controlling the voltage and current output of said generator, an alternating current motor drivingly connected to said direct current generator, and provisions for disconnecting said direct-current generator from said axle and for modifying said automatic regulating means whilesaid alternating current motor is energized and drives said direct current generator.

5. In a generating system for a railway car or the like, an axle-driven direct current generator, a battery, coil means automatically connecting said generator and battery while said generator is being driven at suiiicient speed and controlling the voltage and current output of said generator, an alternating current motor drivingly connected to said direct current generator,

I and provisions for disconnecting said direct current generator from said axle and for modifying said coil means while said alternating current motor is energized and drives said direct current generator.

6. In a generating system for a railway car or the like, an axle-driven direct current generator, a battery, automatic regulating means connecting said generator and battery while said generator is being driven at sulcient speed and controlling the voltage and current output of said generator, means automatically maintaining the same direction of current of said direct current generator while its armature is rotated in either direction, an alternating current motor drivingly connected to said direct current generator, and provisions for disconnecting said direct current generator from said axle and for modifying said automatic regulating means while said alternating current motor is energized and drives said direct current generator.

'7. In a generating system for a railway car .or the like, an axle-driven direct current generator, a battery, automatic regulating means connecting said generator and battery while said generator is being driven at suiiicient speed and controlling the voltage and current output of said generator, an alternating current motor drivingly connected to said direct current generator, a connector for connecting said alternating current motor to a source of alternating current, a coil energized by the connection of said connector to said source of alternating current, said coil modifying said automatic regulating means.

8. In a generating system for a railway car or the like, an axle-driven direct current generator, a battery, automatic regulating means connectving said generator and battery while said gening said generator and battery while said generator is being driven at sufficientspeedv and controlling the voltage and current output of said generator, an alternating current motor drivingly connected to said direct current generator, f

a connector for connecting said alternating current motor to a source of alternating current, a coll energized by the connection of said connector to said source of alternating current, said coil governing-a switch to modify said automatic reg-.5

ulating means.

10. In a generating system for a railway car or the like, an axle-driven direct current generator,a.battery, automatic regulating means connecting said generator and battery while saidl generator isbeing-:driven at suflicient speed and controlling the voltage and current output of said generator, said automatic regulating means comprising a voltage coil and a current coil, an alternating current motor drivingly connected to,

said direct current generator, a connector for connecting said alternating current motor to a source of alternating current, a coil energized by the connection of said connector to said source of alternating current, said coil modifying the? power source for driving said generator, a. low,

power source for driving said generator, a regulator unit controlling the output of said generator, and means automatically causing said regulator unit to change the standard of regulation as a changeover is made from driving the generator by the one power source to driving the generator by the other power source.

12. In combination, a railway car or the like having a rotating part, a direct-current generator, torque transmitting means between said part and said generator, a battery adapted to be charged by saidgenerator, a regulator unit controlling the output of said generator, auxiliary means for driving said generator, and means adjusting the standard of regulation of said regu-.

lator unit in response to a change-over from one driving means to the other whereby the output of said generator is greater when driven from said rotating part than when driven from said auxiliary driving means.

13. In combination,` a generator, a battery adapted to be charged by said generator, a high power source, for driving said generator, a low power source for driving said generator, a regulator unit for said generator, and means for ad-` justing the standard of regulation in accordance withthe capacity of the power source driving said generator 14. In combination, a generator, a battery adapted to be charged thereby, a plurality of means for driving said generator, a generator regulator unit, and means whereby a changeover from one of said driving means to another of said driving means changes the standard of regulation of said regulator unit.

15. In combination, adapted to be charged thereby, a high power source for operating said generator, a low power source for operating said generator, a generator regulator unit automatically controlling the generator output, and means automatically controlling said regulator unit to restrict the generator output to a safevalue for both the generator and the limited power source when operating from said.. limited power source.

a generator, a battery' 16. In a generating system for a railway car or the like, an axle driven direct-current generator, a battery adapted to be charged thereby, automatic regulating means having a voltage coil and a current coil connecting said generator and battery while said generator is being driven at sunicient speed and controlling the voltage and current output of said generator, an alternating-current motor drivingly connected to said direct-current generator, a connector for connecting said alternating-current motor to a source of alternating current, a solenoid energized by the connection of said connector to said source of alternating current, and means governed by said solenoid for shortcircuiting a portion of one of said coils during the time said alternating-current motor is energized.

17. A generating system for a railway car or the like, an axle driven direct-current generator, a battery, automatic regulating means connecting said generator and battery while said generator is being driven at sufficient speed and controlling the voltage and current output of said generator, said means comprising a voltage coil and a current coil, resistance means in parallel with one of said coils, an alternating-current motor drivingly connected to said direct-current generator, a connector for connecting said altermating-current motor to a source of alternating current, a solenoid energized by the connection of said connector to said source of alternating current, and means operated by said solenoid for changing the amount of resistance in parallel with said coil when said alternating-current motor is deenergized.

18. In a generating systemfor a railway car or the like, an axle driven direct-current generator, a motor on said car drivingly connected to said direct-current generator, a source of current, a connector for connecting said source of current to said motor, means whereby said motor drives said direct-current generator independently oi' said axle, voltage and current controlling means for said direct-current generator, and means modifying said voltage and current controlling means while said direct-current generator is driven by said motor.

19. A battery charging mechanism for railway cars or the like comprising a direct-current generator adapted to be driven from the car axle, an alternating-current motor drivingly connected to said direct-current generator, means for connecting said alternating-current motor to a source of alternating current, means whereby said alternating-current motor drives said direct-current generator independently of said axle, voltage and current controlling means for said direct-current generator, and means modifying said voltage and current controlling means while said .direct-current generator is driven by said alternating-current motor.

ROBERT R. CANDOR. DONALD F. ALEXANDER. 

